Safety gate for railway crossings



Feb. 24, 1925.

J. L. STEVENSON (SAFETY GATE FOR RAILWAY CROSSINGS Filed Nov. 21 1 s Sheets-Sheet 1 .Z. 'i m izava A TTORNE Y.

Feb. 24, 1925.

J. L. STEVENSON SAFETY GATE FOR RAILWAY CROSSINGS s Sheets-Sheet 2 Filed NOV. 21

ATTORNEY.

1924 5 Shee t -Sheet a I n R m m n\ \l\.l% 3 m n O s o o 0 e a e m H \NQN .N M J o O H W m m S w A Q m M 0 e 0 a e \o Feb. 24. 1925.

J. L. STEVENSON SAFETY GATE FOR RAILWAY CROSSINGS Filed Nov. 21

Patented Feb. 24, 1925.

UNITED? STATE PATENT OFFICE.

JAMES L. STEVENSON, or arm, on'ro. L

SAFETY GATE FOR RAILWAY CROSSINGS.

Application filed Novemberfll, 1924. Serial No. 751,262

To allwhom it may concern:

Be it known that I, JAMES L. STEVENSON, a citizen of the United States, residing at Tifiin, in the county of Seneca and State of Ohio, have invented certain new and useful Improvements in Safety Gates for Railway Crossings, of which the following is a specification. v

This invention relates to a safety gate for railway crossings, and is designed primarily for use in connection with steam railways, but it is to be understood that it is thoroughly applicable for use in connection with electric trolley line crossings as well, and the invention has for its object to provide, in a. manner as hereinafter set forth,'means actuated by a train as it approaches the crossing for positioning a pair of gate members transversely with respect thereto to close the highway to traiiic and to prevent trafiic from crossing a railway track in advance of an oncoming train reaching the crossing, thereby materially reducing accidents to a minimum, and further to provide means actuated as the\ train passes the crossing for the purpose of returning the gate members to normal position to open the highway to traflic after/ the train has left the crossing. I 5

Further objects of the invention are to provide, in a manner as hereinafter set forth,

a safety gate, which is comparatively simple in its construction and arrangement, strong, durable, operated to safety ,position by an oncoming train travelling towards the crossing, restored to normal position as the train travels over the crossing, thoroughly efficient 111 its use, readily installed, and comparatively inexpensive to set up.

With theforegoing and other objects in view, the invention consists of the novel constructionfcombination and arrangement of parts, as hereinafter more specifically described and illustrated in the accompanying drawings, wherein is shown an embodiment of the invention, but it is to be understood that changes, variations and modifications can be resorted to which come within the scope of the claims hereunto appended.

In the drawings wherein like reference characters denote corresponding parts throughout the several viiws:

Figure l-is a top plan view of a railway track showing the adaptation therewith of I a safety gate in accordance with this invention.

Figure 2 is a longitudinal sectional view of a track and further illustrating the adaptation therewith of a safety gate in accordance with this invention.

Figure 3 is a fragmentary view, in longitudinal section, of the operating mechanism to provide for the raising or elevating the gate.

tional plan, of a detail of the mechanism shown in Figure 3.

Figure 5 is a fragmentary view, in section, of the mechanism shown in Figure 3.

Figure 6 is a fragmentary sectional view taken at right angles to Figure 5. s Fi ure 7 is a sectionalelevation of the shifting mechanism for elevating and lowering the gate.

Figure 8 1s a sectional elevation taken at right angles to Figure 7.

Figure 9 is a longitudinal sectional view illustrating the mechanism to provide for lowering of the gate. I

Figure I0 is a top plan view of the mechso anism shown in Figure 9.

Figure 11, is a cross sectional view of the mechanism shown in Figure 9.

Referring to the drawings in detail 1 and 2 indicate the track rails of a railway track and which are secured to the ties or sleepers 3. -Arranged, outwardly with respect to the track 1, as well as positioned a substantial distance therefrom, are two pair of gate members. The gate members 0 of one pair are indicated at 4, 5, and the gate members of the other pair are designated 6, 7. The gate members of each pair operate in opposite directions with respect to each other, and the gate members 4 and Figure ,4 1s a fragmentary view, in sec 65 10, 11. The gate members of each pair operate in opposite directions with respect to each other, and the gate members 8 and ward each other, and when in lowered position are arranged in lengthwise alignment.

- The gate members of both pair when said members are lowered extend in lengthwise alignment. The gate members 4, 6, 8 and 10 are of greater length than the gate members 5, 7 9 and 11. JWhen the gate members of the several pairs are lowered, the highway leading to and from the track will be closed. The gate members are lowered to safety position before the train reaches the crossing and are raised or elevated from safetyposition as the train travels over the crossing.

Each of the gate members 4, 6, 8 and 10 carries a signalling element 12 which is visible at night. Each bf the gate members 4, 6, 8 and 10 comprises an arm 13 of substantial length and width having its inner end enlarged, of semi-circular contour "as at 14, and which is toothed asat 15. Each of the gate members 5, 7, 9 and 11 consists of an arm 16 of substantial width and length, and having its inner end enlarged, of semi-circular ,contour as, at 17, and toothed as at 18. The arm 16 is provided with a signal 19 visible at night, The signals 12 and 19 are so constructed as to providecounter-weights for the gate members. The toothed inner ends 14 of the gate members 4, 6, 8 and 10 mesh respectively with the toothed inner ends 17 of the ate members 5, 7, 9 and 11.

The gate members 4 and 5 are simultaneously operated to and from safety position. The gate members 6 and 7 are simultaneously operated to and from safety position. The gate members 8 and 9 are simultaneously operated to and from safety position, and the gate members 10. and 11 are simultaneously operated to and from safety po sition. The several pairs of gate members are operated in unison, and the toothed innerends 14 of the gate members 4, 6,- 8 and 10 provide respectively for the operation of the gate members 5, 7. 9 ,and 11.

Arranged at one side of the track rail 1 are supports 20; 21, spaced from each other, I and arranged at one side of the track rail 2 is a pair of supports 22, 23, spaced from each other. The supports 20 to 23, both inclusive, are in the form of bases of con nearest 7 tial height, which is flanged at its lower end as at 29 and secured to-its respective base through the medium of hold-fast devices 30 extending through the flanges 29. The body portion 28 terminates in a right angular disposed tubular extension 31 carrying a removable closure plate 32, the latter as well as the extension being flanged as at 33 and the flanges connected together by hold-fast devices 34. The foregoing arrangement provides for the upper end of each of the housings of a length greater than the width of the lower portion thereof. The enlarged upper end of each of the housings is slotted at the top and at each side thereof as indicated at 35 and 36, forming clearances for the pair of oppositely extending gate members when these latter are moved to and from safety position.. j

Secured in the enlarged upper end of each of the housings is a pair of opposed spaced shafts 37, 38, and pivoted on the shaft 37 is the enlarged toothed inner end 14 of one gate member of a pair, and pivoted on the shaft 38 is the enlarged toothed in- I ner end of the other gate member of the pair. The shaft 37 carries a disk 39 provided with an eccentric pin 40, upon which is pivotally connected the upper end of a piston rod 41, and the latter has its lower end pivotally connected as at 42 within a cup-shaped piston 43, operating in a cvl-.

gate members to move to safety or lowered position. The pipe 45 extends .down through the support for the housing.

Each motive fluid supply pipe communicates with a feed pipe, and that feed pipe which associates with the supply pipe for the housing 24 is indicated at 46, that with I the supply pipe for the housing 25 at 47, thatwhich associates with the supply pipe for the housing 26 at 48, and that which associates with the supply pipe for the hous are connected to. a, motive fluid reservoir 50, see Figure 5, by pipebranches 51, 52, 53

and 54, respectively.

The reservoir 50 is secured, by" the hold fast devices 55, to the upper face of the bottomof a casing 56, which is arranged below the track and between a pair of ties or sleepers 3. The casing 56 is flanged as at .is mounted a closure plate 60, formed with an opening 61. The plate 60 is secured to the flange 59 by the hold-fast devices 62.

Journalled in the bearings 63 arranged within the casing 56 is a shaft-64.-, provided intermediate its ends with agear wheel 65, and at one end with a circular disk 66, formed with an eccentric-ally disposed pin 67, towhich theupper end of a piston rod 68 is pivotally connected. The lower end of therod 68 is pivotally connected, as at 69, to a cup-shaped piston 70 which'operates in the reservoir 50, the latter being in the form" of a cylinder, and when the piston 70 is lowered the motive fluid from the reservoir 50, is expelled therefrom and forced against the istons 43 for the purpose of simultaneous y elevating tlfem to provide for the moving-of the pairs of gate members simultaneously from safety position, and when the piston 70 is moved in the opposite direction. that is to'say, upwardly, the motive fluid is released from the cylinders l4, whereby the gate members can and will be shifted simultaneously to safety position.

The gear wheel 65 is operated in one direction as the train travels over the crossing,

and for such purpose, a vertically disposed and shiftable rack bar 71 is employed and which extends through the opening 61 in the plate'60 and has toothed engagement with the gear wheel 65 The rack bar 71 also constitutes a locking member for retaining the gate members in elevated position, and

said rack bar 71 is formed near its upperend with a triangular-shaped lug 72 engageable by a combined locking and releasing mechanism therefor, and which will be hereinafter referred to. a

Arr nged in proximity to the inner side of trac; rail 1 is a shifting member for the rack bar 71, and said shifting member, indicated at 73, consists of a substantially elon-' gated plate which inclines downwardly from its center towards each end. The bar 71 is connected to the shifting member 73,

centrally thereof, as at 74. The member 73 is of a width so that it can be engaged by the flange of the wheel of the rolling stock for the purpose of depressing said member 7 3. Normally, the member 73 is positioned above the track rail 1 and is held in such position by a plurality of vertically disposed coil springs 7 5. The member 73 is shifted downwardly against the action of the spring 75 and also against the action of a pair of springs 76, mounted in housings 77, one arranged at each end ofthe member 73. P0-

sitioned within each of the housings7 7 is a rod 78, having one end provided with a head 79 formed with a lateral extension 80, which is pivotally connected as at 8 1, to the end of the member 73. Each end of the member 73 is reduced as at 82. Arranged within each housing 77 and surrounding the rod 7 8, as well as being interposed between one endof the housing and the head 79 is the coil spring 76. The inner side of the housing 77 is formed with a slot 83 to provide a clearance for the lateral extension 80. Each of the housings 77 is secured to the web 84 of the track rail 1 by the hold-fast devices 85.

Arranged at .the inner side of the track rail 1, a substantial distance from the crossing, at each side thereof, and actuated by the train for: the purpose of lowering the gate members to safety position, and further for releasing the rack bar 71, whereby the motive fluid will be released from the cylinders M, is an operating mechanism for releasing .the combined locking and releasing means for the rack bar 71, and each of said mechanisms consists of a casing 86, arranged between a pair of ties or sleepers 3, as well as being extended upon the top of these latter as at 87. The casing 86 is flanged as at 88 and secured in position by the hold-fast devices 89 extending through the'flanges and engaging in the ties or sleepers 3. One end of the casing 86, at the upper portion thereof, is formed with an opening 90 for a purpose to be presently referred to. The casing 86 at its top has an inwardly extending flange 91, upon which is mounted a closure plate 92, secured in position by hold-fast devices 93. engaging in the flange 91. The plate 92 is formed with an opening 94 ,through which extends a vertically disposed rack bar 95 connected at its upper end, as at 96, to a shifting member 97 therefor.

J ournalled within the casing 86 is a shaft 98 Figures ,9, 10 and 11 provided with a gear wheel 99 which. meshes with the rack bar 95, and further provided with a crank shaft 100, to which is pivotally connected the inner end of an operating rod 101. 2

The member 97'is cut a,\vay at one side thereof, intermediate its ends, as indicated at 102, and projecting outwardly from said cut away portion is a pin 103, upon'which the upper end of the rack bar 95 is mounted. Interposed between the upper end of the bar 95 and the base of the cut awav portion 102, ,aswell as mounted on the in 103, is

' a coil spring 104:. The member 9 can shift and 10. Said member 97 further includes a straight portion 107 which opposes the track rails 1 and projects from the upper end of portion 105. The inner side of the portion 107 is bevelled as at 108 to provide a clearance therebetween and the tread rail 1. The bevelled portion 108 is provided to form a clearance for the flange of the wheel of the rolling stock, when the train is travelling in the direction of the arrow 109, Figures 9 and 10. The flange of the wheel will pass between the part 107 and the head of the rail 1 and will force the member 97 away from the track rail, on the pin 104, so that the member 97 will not be depressed to actuate the gear wheel 99. This provision is made to prevent the release of the rack .bar 71 when the train is passing the crossing, as the member 97,'which is arranged in advance of one of the sides of the crossing, is oppositely disposed with respect to the member 97 spaced from the other side of the crossing, and if the train is travelling in the direction of the arrow 106 and lowers one rack bar 95, after it leaves the crossing,

it should not operate the other rack bar 71.

Therefore, the part 107 of the member 97 is constructed in the manner as referred to and for the purpose set forth.

The member 97 is shifted to lowered position against the action of a controlling spring device 110, secured to the inner side of the track rail 1 above the casing 86, and to which the part 105, of themember 97, is pivotally connected as at 111, see Figures 9, 10 and 11. This device is constructed in the same manner as the spring controlling device employed for each end, of the member 7 3. I

As before stated, the mechanism is employed at each side of the crossing for a purpose of operating the combined locking and releasing mechanism for the rack bar 71, and each of said mechanisms include an operating rod. The operating rod forming a part of one of said, mechanisms has been indicated at 101, and the operating rod of the other of said mechanisms is indicated at 112. The rod 101 is arranged below the rod 112. The rod 101 has its outer end enlarged as at 113, see Figure 3, and formed with a lengthwise slot 114. Pivotally connected as at 115 to a support 116 is a link 117. The lower end of the link 117 is slidably connected as at 118 to the enlarged end 113 of the rod 101. and the upper end of the link 117 is pivotally connected as at 119 to a combined longitudinally shiftable spring controlled locking and releasing member 120, which is slidably mounted in a pair of keepers 121 secured to the track rail 1. One end of the member 120 is enlarged as at 122 and formed with a lengthwise slot 123, to provide for the connecting, as at 124, of the outer end of the operating bar 112 therewith. The enlarged end 113 of the rod 101 is connected to the member 120 by a coil spring 125. The other end of the member 120 is prdvided with a bevelled head 126 which coarseness acts with the lug 72 on the rack bar 71, for the purpose of locking the latter in closed position when said bar 71 has been shifted downwardly during the travel of the train over the crossing.

When the member 97 is shifted downwardly, the rod 101, or 112, is moved in a direction, to withdraw the member 120 clear of the lug 7 2, so that the rack bar 71 will be elevated through the action of the springs 7 75 and 76 on the member 73.

It is thought that the. operation of the several mechanisms is thoroughly understood, in' view of the fact'that the manner in which each is operated has been specifi- 0 cally referred to, but it will furthermore he stated, assuming that the gate members are in position as shown in Figure 2, on the travel of the train over the crossing, the

flanges of one of the wheels thereof travelling over member 73, which is man elevated position, will lower said members against the action of its elevating springs, and as the member 7 3 is lowered, the rack bar 71 will be carried therewith and will be lowered to a suiiicient extent, whereby the head 126 will engage over the lug 72 and retain said bar 71 in lowered position, until it is released by the shifting of the member 127 in a direction to have the head 126 clear the lug 72. When the rack bar 71 is moved downwardly, the gear wheel 65 will be actuated, causing the revolving of the disk 66 which will move the piston '70 downwardly in the reservoir 1 50, expelling the motive1 fluid therefrom and at the same time forcing the motive fluid into the cylinders 44, and the motive fluid acting against the pistons 43, will provide for the operation of the shaft 37, so that the gate members will be elevated from the position shown in Figure 2 and maintained in elevated position until the motive fluid is released from the cylinders 44. The releasing of the motive fluid from the cylinders 44, to permit of the gate members moving to safety position, is had by the loweringof the member 97, by the engagement therewith of one of the wheels of the train, and on the lowering of the member 97 the rack bar 95 is carried therewith, causing the shifting of the member 127 to release the rack bar 71 whereby the springs 75 and 7 6 will elevate the member 73, which carries the rack bar 7ltherewith, operating the gear wheel 65 in the opposite direction, causing the disk 66 to move therewith and the elevating of the piston 70 pro viding for the release of the motive fluid in the cylinders 44 and permitting of the gate. members to be moved to the position shown in Figure 2, and the gate members will remain in the position shown in Figure 2, un-

til the member 73 is operated in a manner as herein referred to. From the foregoing construction and arrangem'ent of parts,v a safety gate is setup which is operated in advance of altrain passing a crossing, so that when operated, the gate members will be positioned to extend transversely of the crossing and close the highway to trafiic before the train reaches a the crossing, and furthermore the train while passing over the crossing operates a means whereby the gate members will be shifted to normal position so as to open the highway, and by setting up a safety gate in the manner as constructed and arranged, it is obvious that accidents at railway crossings will be reduced to a minimum, and although the preferred embodiment of the invention is as illustrated-and described, yet changes in the details of construction can,

be had which will fall within the scope of the invention as claimed. \V hat I claim is; e

L A safety gate for railway crossings comprising counterbalanced gate members,

fluid pressure operated mechanisms for shifting said members to elevated position, means actuated by a tram on passing the crossing to cause the simultaneous operation of said mechanisms, a locking member engageable with said means after its actuation by the train for locking it and said mechanisms to hold said members in elevated position, and means actuated by a train as it approaches the crossing to shift said locking member from looking position whereby said gate members will automatically move to safety position with respect'to said crossing.

2. A safety gate for railway' crossings comprising pairs of counterbalanced gate members, one of the gate pairs of each pair engaging with and shifted from the other gate member of the pair, the gate members of each pair shifting in opposite directions,

a fluid pressure operated mechanism for shifting the gate members of each pair to elevated position, means common to said mechanisms and actuated by a train passing the crossing to cause the simultaneous operation of said mechanisms, a locking member engageable with said means subsequent to its actuation by the train for locking it and said mechanisms to hold said members in elevated position, and means actuated by a train 'as it approaches the crossing to shift said locking member from lockingposition whereby said gate members will automatically move to safety position with respect to said crossing.

3. A safety gate for railway crossings comprising counterbalanced gate members,

fluid pressure operated mechanisms for shifting said members to elevated position, means actuated by a train on passing the,crossiu to cause the simultaneous operation of sai mechanisms, a locking member engageable with said means after. its actuation by the train for looking it and said mechanisms to hold said members in elevated position, and means actuated by a train as it approaches the crossing to shift said locking member from locking position whereby said gate, members will automatically move to safety position with respect to said crossing, said means actuated by the train on passing the crossing including a plurality of controlling springs to return said means to normal position to relieve the fluid pressure on said mechanisms.

4 A safety gate for railway crossings comprising pairs 'of counterbalanced gate members, one of the gate pairs of each pair engaging with and shifted from the other gate member of t-he pair, the gate members of each pair shifting in opposite directions, a fluid pressure operated mechanism for shifting the gate members of each pair to elevated position, means common to said mechanisms and actuated by a train passing the crossing to cause the simultaneous operation of said mechanisms, a locking member engageable with said means subsequent to its actuation by the train for looking itand said mechanisms to hold said members in elevated position, and means actuated bv a train as it approaches the crossing to s lift said locking member from locking position whereby said gate members will automatically move to safety position with respect to said crossing, said means actuated by the train on passing the crossing including-a plurality of controlling springs to return said means to normal position to relieve the fluid pressure on said mechanisms.

5. A safety gate for railway crossings ative position, and means actuated by a train as it approaches the crossing .to shift said locking means from lockingposition whereby said crossing closing means will automatically shift to closing pesition with respect to the crossing.

6. A safety gate for railway crossin a plurality of counterbalanced gate mem rs arranged at each side of a railway track at the track crossing, a 'fluid pressure operated mechanism for each of said members to shift them. to inoperative position, a fluid.- pressure reservoir common to said mechanisms, means actuated by a train on passing the crossing for expelling the fluid from said reservoir to operatesaid mechanism to move said members to inoperative position, a locking member engaging with said means subsequent to its operation by the train for locking it and said mechanisms to hold said members in inoperative position, and means actuated by a train as it approaches the crossing toshift said locking member from looking position whereby said gate members will automatically moveto safety position with respect to the crossing.

7. A safety gate for railway crossin s, a plurality of counterbalanced gate mem ers arranged at each side of a railway track at the track crossing, a fluid pressure operated mechanism for each of said members to shift them to inoperative position, a fluid pres sure reservoir common to said mechanisms, means actuated by a train on passing the crossing for expelling the fluid from said reservoir to operate said mechanism to move said members to inoperative position, a locking member engaging with said means subsequent to its operation by the train for locking it'and said mechanisms to hold said members in inoperative position, and means actuated by a train as it approaches the crossing to shift said locking member from looking position whereby said gate members will automatically move to safety position with respect to the crossing, said means actuated by the train on passing the crossing including a plurality of controlling springs to return it to normal position to relieve the fluid pressure on said mechanisms.

8. A safety gate -.for railway crossings comprising counterbalanced gate members, fluid pressure actuated spring controlled means operated by and on the passage of a train over the crossing for shifting said members to inoperative position, a spring controlled locking mechanism 7, for said means to hold said members in inoperative position, and an actuating mechanism operated by a train as it approaches thecrossing for releasing said locking mechanism from locking engagement with said means whereby said gate members will automatically train over the crossing for shifting said members to inoperative position, a spring controlled locking mechanism for said means to hold said members'in inoperative position, and an actuating mechanism operated by a train as it approaches the crossing for releasing said locking mechanism from locking engagement with said means whereby said gate members will automatically shift to operative position with respect to the crossing, said actuating mechanism including means for controlling the operation thereof by a train.

10. A safety gate for railway crossings comprising counterbalanced gate members, fluid pressure operated mechanisms for shifting said members to elevated position, means actuated by a train on passing the crossing to cause the simultaneous operation of said mechanisms, a locking member engageable with said means after its actuation by the train for locking it and said mechanisms to hold said members in elevated position, and means actuated by a train as it approaches the crossing to shift said ,lock- JAMES L. STEVENSON.

so ing member from locking position whereby 

